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- {No Model.) r W. VERNON,

AUXILIARY HOSE COUPLING FOR STEAM AND AIR- HOSE. No. 395,673. PatentedJan. 1, 1889.

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NITED STATES PATENT FFICE.

GEORGE W. VERNON, OF GREENSBOROUGII, NORTH CAROLINA, ASSIGNOR OFONE-HALF TO ROBERT VERNON, OF SAME PLACE.

AUXILIARY HOSE-COUPLING FOR STEAM AND AIR HOSE.

SPECIFICATION forming part of Letters Patent N 0. 395,673, dated January1, 1889.

Application filed June '7, 1888.

T0 (LZZ whom it may concern:

Be it known that I, GEORGE W. VERNON, a citizen of the United States,residing at Greensborough, in. the county of Guilford and State of NorthCarolina, have invented cerain new and useful Improvements in AuxiliaryIl'ose-(foupling for Steam and Air 1% rakes; and I do declare thefollowing to be a full, clear, and exact LIGSCl'lPlilOll of theinvention, such as will enable others skilled in the art to which itappertains to make and use the same, reference being had to theaccompanying drawings, and to the letters and figures of referencemarked thereon, which form a pait of this specification.

My invention relates to auxiliary hoseconplin g for steam and air brakesand other purposes for railway cars and engines, and has for its objectto supply an extra hosecouplingbetween cars and between tars and enginesfor immediate use in case of a hosecoupling already in use becomingunset-viceable from any cause, without causing any dolay to the train,and obviating the necessity of putting on a new hose whenever onebecomes disabled, as is the case now. To accomplish this I attach twoinstead of one hose to each end of the main ail-pipe of each car, andtwo to the main air-pipe on rear of eugine-temler, one to be in regularservice, and the other hung up under car-platform out of way to be usedto take the place of the one in service in case of its becoming disabledfrom any cause, the air or steam being changed from one to the other bymeans of hand or other suitable cut-offs in the air or steam pipes.

Reference is made to the accompanying drawings, which show the plan ofattaching the two hose to the main pipes.

Figure 1 is a side elevation of part of a car and engine, showing theapplication of the hose-couplings, the supplemental coupling hung up.Fig. 2 is a side elevation of the coupling, sh owing the parts detached.Fig. 3 is a side elevation of a T form of the branch pipe, which can beused instead of the Y. I ig. I is a side elevation of the Y form of pipewith a three-way valve applied. Fig. 5 is a side elevation of amodification, showing separate pipes.

Serial No. 276,316. (No model.)

In Figs. 11 and Bthereis illustrated a double end to the main pipe P,which is made by the use of a Y-pipe, I which is screwed onto the mainpipe P, and into its double ends are screwed the two pipes E, carryingthe hand cut-oli s (1 (land the two hose-couplings A and 1-3. The hose Ais coupledto the hosecoupling D on the opposite car, and I is hung up byhook and rod G, connected to any suitable part of the car for innnediateuse in case A gives out, there being two hose-couplings on the end ofevery car and on rear end of every engine-tend er.

In. the event of the primary hose-coupling A I) becoming disabled fromany cause the air or steam is cut off from it, and it is then uncoupled,and the suppleniental hose B coupled to the other car in place of it,when the disabled hose can be supported by the hook G until the nextstation is reached, when it can be removed and a sound hose put in placein readiness to replace the other hose in case it should becomedisabled. The uncoupling and coupling of the sections, so as to changefrom one to the other, readily done without any material loss of time,and the delays and annoyances experienced under present conditions andarrangement are overcome.

The construction is simple, and can be ap plied at very small cost topipes already in use on the cars.

Many modifications in the details of con structitmv and arrangement ofparts can be made without departing from the spirit of my invention,although the construction which shows the separate cutoffs in the forksor branches of the pipe is considered the best. For instance, instead ofthe form of the Y shown in Fig.1,the T form of branch pipes shown inFig. 3 may be employed, and instead of using separate out offs in thebranches, as shown, I may use a three-way valve in the fork of theY-pipe, as shown in 5 Fig. 4.. The same objects sought by the branchiiies shown in Fi s] 2 5i and at can be accomplished by using twoinstead of one main supply air or steam pipe under each car orengine-tender and having a hose-coup- I00 ling to each end of bothpipes, the pressure l being equal in both pipes.

Under such a construction as shown in Fig. 5, by means of the cut-offs CO ateach end the air or steam can be thrown through either hosecoupling,A or B, as in the case of the double or branch ends, to one pipe. Thedouble ends to one main pipe, however, are preferable, owing to itsbeing much the cheapest mode of attaching the two hose-couplings, theonly thing necessary for the purpose being the Y-pipe, besides beingeasier to reach, as they are close together and more compact than theother form. The double ends can be one above the other, shown, or sideby side. The cut-oifs C 0 should be on opposite sides, so that they canbe easily handled. v

WVhenever a hose-coupling is disabled a new one should be supplied at aterminal point or at a point where the train stops long enough for it tobe done without delay to the train. It can then be put in service, andthe auxiliary hose hung up for the next emergency, or the auxiliary hosecan be continued pipe with the free end suspended beneath the car, andadapted to be coupled with the pipe of the adjoining car in event of theprimary coupling-hose becoming disabled, a hook for suspending the freeend of the supplemental hose, and valves in the pipes to cut off the airor steam from one hose-coupling and direct it into the other,substantially as described.

2. The combination, with a steam or air brake supply-pipe of arailway-car, of a forked pipe connected to said supply-pipe at each endof the car, a primary coupling-hose for connecting one branch of saidforked pipe with the pipe of an adj oining car, and a valve to saidhose, a supplemental hose normally uncoupled and having its free endsupported beneath the car and its other end connected with the secondbranch of said pipe, while the free end is in readiness to be coupledwith the pipe of the adjoining car in the event of the primarycoupling-hose becoming disabled, and a valve forcontrolling the passageof air or steam through such supplemental hose, substantially as and forthe purposes set forth.

In testimony whereof I affix my signature in presence of two witnesses.

GEORGE W. VERNON.

\Vitnesses:

EWELL A. DICK, WM. G. HENDERSON.

